JP2017044252A - Control device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission which can optimize operation torque at a gear change.SOLUTION: Target input shaft rotation angle acceleration is acquired by differentiating by a differentiator D1 a target input shaft rotation number which is calculated by a target input shaft rotation number calculation part 52. A delay time of actual input shaft rotation with respect to target input shaft rotation is estimated by a delay estimation part 53, and temporary response delay processing is applied to the delay time by using a filter F. A target input shaft rotation angle acceleration correction part 54 corrects the target input shaft rotation angle acceleration with the filter-processed delay time. Operation torque (engagement torque of the friction engagement element and the input shaft torque of an automatic transmission 3) is calculated from the corrected target input shaft rotation angle acceleration and target output shaft torque. By this constitution, feed-forward torque is not extinguished, the target rotation angle acceleration can be properly corrected, and a gear change shock and the pickup of an input shaft rotation number can be prevented.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for an automatic transmission. In particular, the present invention relates to an improvement in operation torque control during shifting.

  Conventionally, as disclosed in Patent Document 1, in an automatic transmission mounted on a vehicle, a clutch engagement torque in an inertia phase at the time of shifting is corrected. This Patent Document 1 discloses that the engagement side hydraulic pressure is feedback-controlled based on the deviation between the target value and the actual value of the turbine rotation speed in the inertia phase during the upshift. Further, in Patent Document 1, the addition result of the target value and the deviation is differentiated, and the differential value is filtered, while the differential value of the actual value is filtered, and the differential value of the target value and the The engagement side hydraulic pressure is corrected from the deviation from the actual differential value.

JP 2001-182818 A

  By the way, due to individual differences of the automatic transmission, deterioration with time, and the like, there are cases where excessive or insufficient clutch engagement torque (operation torque) at the time of shifting occurs. Excessive clutch engagement torque causes a shift shock, and insufficient clutch engagement torque causes an increase in the rotational speed of the input shaft. Such a situation leads to a deterioration of the shift feeling and gives the passenger a sense of incongruity. In particular, when the differential rotation before and after the shift is small (the situation where the integral term for calculating the correction amount of the clutch engagement torque is difficult to accumulate), or when the shift time is set short (increasing the control gain increases the stability. In such a situation, the conventional feedback control cannot obtain a sufficient response, and it is difficult to avoid the shift shock and the increase in the input shaft rotation speed.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a control device for an automatic transmission capable of optimizing an operation torque at the time of shifting.

  The solution of the present invention for achieving the above object is applied to an automatic transmission that includes a plurality of friction engagement elements and changes a gear ratio by switching engagement and release of these friction engagement elements. An operation torque is calculated according to the target rotational angular acceleration of the input shaft of the automatic transmission and the target torque of the output shaft, and the operation amount of the actuator that adjusts the engagement state of the friction engagement element based on the calculated operation torque Assuming a control device for controlling The control device for the automatic transmission includes a correction unit that corrects the target rotational angular acceleration of the input shaft based on a delay time of an actual value with respect to the target value of the input shaft rotation of the automatic transmission.

  With this specific matter, the operation torque is calculated according to the target rotational angular acceleration of the input shaft reflecting the actual delay time with respect to the target value of the input shaft rotation and the target torque of the output shaft. Then, the operation amount of the actuator for adjusting the engagement state of the friction engagement element is controlled. In other words, by reflecting the delay time, the target rotational angular acceleration before this delay time is used, and the target rotational angular acceleration is prevented from being lost so that the feedforward torque is not lost. . For this reason, compared with the conventional feedback control, the target rotational angular acceleration can be corrected appropriately, and a shift shock and an excessive increase in the input shaft rotational speed can be prevented.

  In the present invention, a correction unit is provided that corrects the target rotational angular acceleration of the input shaft based on the delay time of the actual value with respect to the target value of the input shaft rotation of the automatic transmission. As a result, the feedforward torque is not lost, the target rotational angular acceleration can be appropriately corrected as compared with the conventional feedback control, and the shift shock and the input shaft rotational speed can be prevented from rising.

1 is a diagram illustrating a schematic configuration of a vehicle according to an embodiment. It is a functional block diagram which shows schematic structure of the operating torque control apparatus which concerns on embodiment. It is a flowchart figure which shows the procedure of an operation torque calculation process. It is a timing chart figure showing an example of change of each of input axis number of rotations at the time of upshift in an embodiment, input axis rotation angular acceleration, engine torque demand value, and clutch torque demand value. It is a timing chart figure which shows an example of each change of the input shaft rotation speed at the time of upshift in a prior art, an input shaft rotational angular acceleration, an engine torque request value, and a clutch torque request value. It is a functional block diagram which shows schematic structure of the operating torque control apparatus in a modification.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to an FF (front engine / front drive) type vehicle will be described. The present invention can also be applied to FR (front engine / rear drive) type vehicles.

-Schematic configuration of the vehicle-
FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment. The vehicle 100 includes an engine (internal combustion engine) 1, a torque converter 2, an automatic transmission 3, a hydraulic control device 4, and an ECU 5. In this vehicle 100, the output of the engine 1 is transmitted to the differential device 6 via the torque converter 2 and the automatic transmission 3, and is distributed to the left and right drive wheels (front wheels) 7 and 7.

  The engine 1 is a driving power source for traveling, for example, a multi-cylinder gasoline engine. The engine 1 is configured to be able to control the operation state by the throttle opening (intake air amount) of the throttle valve, the fuel injection amount from the injector, the ignition timing of the spark plug, and the like. The throttle opening, fuel injection amount, ignition timing, and the like are controlled according to an engine control command signal from the ECU 5. An output shaft (crankshaft) of the engine 1 is connected to the torque converter 2.

  The torque converter 2 includes an input-side pump impeller (not shown), an output-side turbine runner, a stator having a torque amplification function, and a lock-up clutch that directly connects the pump impeller and the turbine runner. The pump impeller is connected to the output shaft of the engine 1, and the turbine runner is connected to the input shaft of the automatic transmission 3 via the turbine shaft.

  The automatic transmission 3 is a stepped transmission, and includes a plurality of friction engagement elements and a planetary gear device. In the automatic transmission 3, a plurality of shift stages can be selectively established by selectively engaging or releasing each of the plurality of friction engagement elements. Control for selectively engaging or releasing each of the plurality of friction engagement elements is performed in accordance with a shift command signal from the ECU 5. Specifically, the ECU 5 outputs a solenoid control signal (shift command signal) to the hydraulic control device 4 of the automatic transmission 3. Based on this solenoid control signal, a linear solenoid valve, an on-off solenoid valve, and the like provided in the hydraulic pressure control device 4 are controlled to establish a predetermined shift speed (for example, any one of the first speed to the sixth speed). As described above, various clutches and brakes that are friction engagement elements of the automatic transmission 3 are engaged or released in a predetermined state. Specifically, the ECU 5 provides a solenoid to the hydraulic control device 4 so as to establish a shift stage (target shift stage) defined by the vehicle speed, throttle opening, etc. (defined by a shift map stored in the ROM). A control signal is output, and according to this, various clutches and brakes are engaged or released to establish a target gear stage. The output shaft of the automatic transmission 3 is connected to drive wheels 7 and 7 via a differential device 6.

  The ECU 5 includes an engine speed sensor 81 that detects the engine speed, a throttle opening sensor 82 that detects the opening of the throttle valve, and an input shaft speed sensor 83 that detects the speed of the input shaft of the automatic transmission 3. , An output shaft rotational speed sensor 84 that detects the rotational speed of the output shaft of the automatic transmission 3, an accelerator opening sensor 85 that detects the opening of the accelerator pedal, and a shift position that detects the operating position of the shift lever of the automatic transmission 3. Various sensors such as a sensor 86 and a vehicle speed sensor 87 for detecting the speed of the vehicle are connected, and a signal of each sensor is input. The ECU 5 includes an engine ECU that controls the engine 1 and an ECT_ECU (Electronic Controlled Automatic Transmission_ECU) that controls the torque converter 2 and the automatic transmission 3. Each of these engine ECU and ECT_ECU includes a CPU, a ROM, a RAM, a backup RAM, and the like, and is configured to perform signal communication with each other and exchange output signals and request signals of various sensors.

-Operating torque control device-
Next, the operation torque control device that is a feature of the present embodiment will be described. As the operation torque controlled by this operation torque control device, among the friction engagement elements provided in the automatic transmission 3, the engagement torque of the friction engagement element that shifts from the release state to the engagement state (also referred to as the clutch torque). And the input shaft torque of the automatic transmission 3.

  FIG. 2 is a functional block diagram showing the operating torque control device 50. This operating torque control device 50 is built inside the ECU 5. As shown in FIG. 2, the operating torque control device 50 includes an actual input shaft rotational speed calculation unit 51, a target input shaft rotational speed calculation unit 52, a delay estimation unit 53, a target input shaft rotational angular acceleration correction unit 54, a feed forward. An operation torque calculator 55, a feedback operation torque calculator 56, an actuator command value converter 57, a plurality of differentiators D1 and D2, and a filter F are provided.

  The actual input shaft rotational speed calculation unit 51 calculates the input shaft rotational speed (actual input shaft rotational speed) of the actual machine (automatic transmission 3). Specifically, the input shaft rotational speed is calculated by receiving an output signal from the input shaft rotational speed sensor 83. The information on the input shaft rotation speed is transmitted to each of the delay estimation unit 53 and the differentiator D2.

  The target input shaft rotational speed calculation unit 52 calculates the target input shaft rotational speed of the automatic transmission 3 from the vehicle speed, the throttle opening, and the like. The vehicle speed is calculated from an output signal from the vehicle speed sensor 87. The throttle opening is detected by an output signal from the throttle opening sensor 82. Information on the target input shaft speed calculated by the target input shaft speed calculator 52 is transmitted to the delay estimator 53 and the differentiator D1.

  The delay estimation unit 53 is a deviation (revolution number difference) between the actual input shaft rotation number calculated by the actual input shaft rotation number calculation unit 51 and the target input shaft rotation number calculated by the target input shaft rotation number calculation unit 52. ) And the actual input shaft rotation angular acceleration, the delay time of the actual input shaft rotation with respect to the target input shaft rotation is estimated. That is, when the actual input shaft speed is different from the target input shaft speed at a certain time, the time required for the actual input shaft speed to reach the target input shaft speed at the above time (Delay time) is estimated. For example, the delay time is estimated by dividing the deviation between the actual input shaft rotational speed and the target input shaft rotational speed by the actual input shaft rotational angular acceleration. The method for estimating the delay time is not limited to this. For example, a map that defines the relationship between the deviation, the actual input shaft rotation angular acceleration, and the delay time is stored in the ROM of the ECU 5 in advance, and the map is stored in this map. The delay time may be estimated by fitting the deviation and the actual input shaft rotation angular acceleration. The actual input shaft rotational angular acceleration is calculated by differentiating (twice differentiating) the actual input shaft rotational speed calculated by the actual input shaft rotational speed calculation unit 51. This delay time information is transmitted to the filter F.

  The target input shaft rotational angular acceleration correction unit 54 differentiates (differentiates twice) the target input shaft rotational speed (the target input shaft rotational speed calculated by the target input shaft rotational speed calculation unit 52) by the differentiator D1. With respect to the obtained target input shaft rotation angular acceleration (target input shaft rotation angular acceleration before correction), the delay time (delay time of actual input shaft rotation with respect to target input shaft rotation estimated by delay estimation unit 53) Is corrected by the delay time obtained by processing (temporary response delay processing) by the filter F. The filter process prompts the shift progress at the beginning of the shift start (makes the inertia phase start even if the delay of the actual input shaft rotation occurs at the start of the shift start), and the differential value of the actual input shaft rotation speed It is a process for removing the discrete noise resulting from using this. Further, the delay time for correcting the target input shaft rotation angular acceleration is obtained by subtracting a predetermined amount (advance amount) set in advance after the above-described filter processing is performed. It is what was done. In other words, the processing in the target input shaft rotational angular acceleration correction unit 54 is corrected with respect to the target input shaft rotational angular acceleration that has been buffered in advance, and the target input before the delay time after the correction (after the filter processing). The shaft rotational angular acceleration is calculated as the corrected target input shaft rotational angular acceleration. The target input shaft rotation angular acceleration correction unit 54 corresponds to a correction unit (correction unit for correcting the target rotation angular acceleration of the input shaft based on a delay time of an actual value with respect to the target value of the input shaft rotation of the automatic transmission) according to the present invention. To do.

  The feedforward operation torque calculator 55 calculates the feedforward operation torque from the corrected target input shaft rotation angular acceleration obtained by the target input shaft rotation angular acceleration correction unit 54 and the target output shaft torque. That is, the corrected target input shaft rotation angular acceleration reflecting the delay time of the actual input shaft rotation with respect to the target input shaft rotation (and the filtered delay time), the operating state of the engine 1 and the accelerator opening From the target output shaft torque calculated from the above (specifically, for example, the target output shaft torque obtained by dividing the target drive shaft torque obtained based on the accelerator opening and the vehicle speed by the final gear ratio), Calculate feedforward operating torque. For calculation of the feedforward operation torque, for example, a gear train equation of motion (see, for example, JP-A-2014-137104) using the target input shaft rotational angular acceleration and the target output shaft torque as variables is used. This gear train equation of motion is created in advance by experiments or simulations and stored in the ROM of the ECU 5.

  The feedback operation torque calculator 56 calculates the target input shaft rotational angular acceleration after correction and the actual input shaft rotational angular acceleration obtained by differentiating the actual input shaft rotational speed by the differentiator D2 (differentiating twice). A feedback operation torque is calculated from the deviation and the target output shaft torque. For the calculation of the feedback operation torque, for example, a gear train equation of motion using the target input shaft rotation angular acceleration, the target output shaft torque, and the like as variables is used. This gear train equation of motion is also created in advance by experiments or simulations and stored in the ROM of the ECU 5.

  The actuator command value conversion unit 57 is configured to generate an actuator (the friction engagement element) based on the feedforward operation torque calculated by the feedforward operation torque calculation unit 55 and the feedback operation torque calculated by the feedback operation torque calculation unit 56. Command values for an actuator (the linear solenoid valve or on / off solenoid valve) for adjusting the engagement torque of the engine 1 and an actuator (throttle valve, injector, spark plug) for controlling the operating state of the engine 1 are obtained. That is, the operation torque information is converted into a command value for the control amount of the actuator so that an operation torque (clutch torque and input shaft torque) obtained from the sum of the feedforward operation torque and the feedback operation torque can be obtained. The operation torque (clutch torque and input shaft torque) obtained here is calculated as the operation torque for obtaining the corrected target input shaft rotational angular acceleration and target output torque.

  Next, the procedure of the operation torque calculation process in the operation torque control device 50 will be described with reference to the flowchart of FIG. The control routine of FIG. 3 is repeatedly executed at predetermined intervals (for example, about several milliseconds to several tens of milliseconds) in the ECU 5 (operation torque control device 50) while the vehicle is traveling.

  First, in step ST1, it is determined whether a shifting flag stored in advance in the ECU 5 is set to 1. This in-shift flag is a flag that is set to 1 when the shift starts and the target inertia phase starts, and reset to 0 when the target inertia phase ends.

  If NO is determined in step ST1, the process proceeds to step ST2, the shift of the automatic transmission 3 is started, and the state of the shift is the target inertia phase start timing (the timing at which the change of the input shaft rotation speed accompanying the shift starts). ) Is reached. The target inertia phase start timing is obtained in advance by experiments or the like from the characteristics of the automatic transmission 3. For example, when the automatic transmission 3 is shifted, torque down control of the engine 1 is performed for the purpose of reducing shift shock, etc., and the operation of the automatic transmission 3 shifts to an inertia phase simultaneously with the start of this torque down control. Therefore, this time is the target inertia phase start timing. In other words, the input shaft rotational speed of the automatic transmission 3 gradually decreases (in the case of a shift up) with the start of this torque down control, and approaches the rotational speed to be synchronized at the end of the shift, that is, the synchronous rotational speed at the end of the shift. It will follow. The end point of the torque reduction control is the target inertia phase end timing. Further, the engine torque reduced by the torque-down control needs to be returned to the value before the start of the torque-down control after the inertia phase ends. Therefore, torque return control in which the engine torque is gradually increased to a value before the start of torque down control is started at an appropriate time according to the change in the target input shaft rotation angular acceleration.

  In step ST2, if the target inertia phase start timing has not yet been reached and the determination is NO, the routine returns as it is.

  On the other hand, if the target inertia phase start timing has been reached and YES is determined in step ST2, the shifting calculation flag is set to 1 in step ST3, and then the following arithmetic processing is performed. That is, the calculation of the actual input shaft rotation speed (calculation of the actual input shaft rotation speed by the actual input shaft rotation speed calculation unit 51; step ST4) and the estimation of the delay time of the actual input shaft rotation with respect to the target input shaft rotation (delay estimation unit 53). Step ST5), filter processing of estimated delay time (temporary response delay processing by filter F; step ST6), calculation of target input shaft rotation angular acceleration (target input shaft rotational speed is calculated by differentiator D1) The calculation of the target input shaft rotational angular acceleration by differentiating; step ST7) is performed. In addition, the process of step ST4-ST6 and the process of step ST7 do not ask | require.

  Thereafter, the process proceeds to step ST8, where the target input shaft rotation angular acceleration before the delay time is calculated. The target input shaft rotational angular acceleration obtained in step ST8 becomes the corrected target input shaft rotational angular acceleration.

  Thereafter, in step ST9, an operation torque (an engagement torque of the friction engagement element and an input shaft torque of the automatic transmission 3) based on the target input shaft rotation angular acceleration is calculated.

  Control of the automatic transmission 3 (control of the engagement torque of the friction engagement element) and control of the engine 1 (control of the input shaft torque) are performed by the operation torque thus determined. Thereafter, in step ST10, It is determined whether or not the shift state has reached the target inertia phase end timing.

  If the target inertia phase end timing has not yet been reached and NO is determined in step ST10, the process returns. In this case, since the shifting flag is already set to 1, YES is determined in step ST1, and the operation after step ST4 (operation torque calculation and control of the automatic transmission 3 and the engine 1 by the operation torque) is performed. This is repeated until the target inertia phase finishes.

  If the target inertia phase end timing is reached and YES is determined in step ST10, the process proceeds to step ST11, and the shifting flag is reset to zero.

  The above operation is repeated. Since such an operation torque calculation process is performed, the ECU 5 (more specifically, the operation torque control device 50) constitutes the control device for the automatic transmission according to the present invention. This control device is configured to receive each signal from the throttle opening sensor 82, the input shaft speed sensor 83, the vehicle speed sensor 87, and the like as an input signal. The control device is configured to output an operation torque command signal (an engine control command signal and a shift command signal) as output signals to the engine 1 and the automatic transmission 3.

  FIG. 4 shows the input shaft rotational speed, the input shaft rotational angular acceleration, the engine torque request value, and the clutch torque request value at the time of upshift when the control by the operation torque obtained by the operation torque calculation process described above is performed. It is a timing chart figure showing an example of change of.

  FIG. 5 shows the input shaft rotation speed and the input shaft rotation angular acceleration at the time of upshift when the control by the operation torque obtained by the operation torque calculation processing (operation torque calculation processing by feedback) in the prior art is performed. FIG. 6 is a timing chart showing an example of changes in engine torque request values and clutch torque request values.

  In the prior art shown in FIG. 5, the target value of the input shaft rotational angular acceleration (target input shaft rotational angular acceleration) has returned to 0 at the target inertia phase end timing, and the engine torque request value has been restored. Thus, the actual input shaft rotational speed increases, and the actual input shaft rotational speed deviates from the target input shaft rotational speed, thereby increasing the clutch torque request value. For this reason, a shock (grabbing shock) due to a sudden change in the rotational speed of the input shaft accompanying an increase in clutch torque is generated (see regions a, b, and c surrounded by underlines in FIG. 5). The reason for this is that in conventional feedback control, when the target input shaft rotation angular acceleration reaches the synchronization timing of the next shift stage (shift stage after completion of the shift), the target input shaft rotation angular acceleration disappears, and the inertia torque is fed forward. It is to disappear from. At this time, if there is a delay in the actual input shaft rotation with respect to the target input shaft rotation, the feedforward term disappears, so the inertia torque until the next rotation synchronization is lost, and as a result, the input shaft rotation speed is reduced. A sudden change will be invited.

  On the other hand, in the embodiment shown in FIG. 4, as described above, the corrected target reflecting the delay time of the actual input shaft rotation with respect to the target input shaft rotation (further, the filtered delay time). Since it is controlled by the input shaft rotational angular acceleration, the target value of the input shaft rotational angular acceleration (target input shaft rotational angular acceleration) returns to 0 after the target inertia phase end timing, and the timing at which the engine torque request value returns It is after the target inertia phase end timing. For this reason, the actual input shaft speed does not deviate from the target input shaft speed, and the clutch torque request value does not change suddenly. For this reason, a shift shock is prevented (see the regions d and e surrounded by the underline in FIG. 4).

  As described above, in the present embodiment, the operation torque is calculated according to the target input shaft rotation angular acceleration reflecting the delay time of the actual input shaft rotation with respect to the target input shaft rotation, and the target output shaft torque. The automatic transmission 3 and the engine 1 are controlled by the operating torque. In other words, by reflecting the delay time, the target rotational angular acceleration before this delay time is used, and the target rotational angular acceleration is prevented from being lost so that the feedforward torque is not lost. . As a result, the target input shaft rotational angular acceleration can be appropriately corrected as compared with the conventional feedback control, the shift shock and the input shaft rotational speed can be prevented from rising, and drivability can be improved. it can.

(Modification)
Next, a modified example of the present invention will be described. In this modification, the information input to each of the delay estimation unit 53 and the target input shaft rotation angular acceleration correction unit 54 is different from that of the above embodiment. Other configurations and processing operations are the same as those in the above embodiment. Therefore, only the information input to the delay estimation unit 53 and the target input shaft rotation angular acceleration correction unit 54 will be described here.

  FIG. 6 is a functional block diagram showing the operating torque control device 50 in this modification. Here, the same reference numerals in FIG. 6 denote the same functional units as those in the functional block diagram shown in FIG. 2 in the embodiment, and a description thereof will be omitted.

  As shown in FIG. 6, the operating torque control device 50 in this embodiment does not include the target input shaft rotational speed calculation unit 52 and the differentiator D1, but instead, the target input shaft rotational angular acceleration acquisition unit 58. And an integrator I1.

  The target input shaft rotation angular acceleration acquisition unit 58 stores, for example, a map indicating the relationship between the vehicle speed, throttle opening, and the like and the target input shaft rotation angular acceleration in the ROM of the ECU 5, and the current vehicle speed, throttle opening, etc. Is applied to this map to obtain the target input shaft rotation angular acceleration. Information on the acquired target input shaft rotation angular acceleration is transmitted to the target input shaft rotation angular acceleration correction unit 54. The processing after the information on the target input shaft rotational angular acceleration is transmitted to the target input shaft rotational angular acceleration correction unit 54 is the same as in the case of the above embodiment.

  The differentiator D1 calculates the target input shaft rotational speed by integrating (integrating twice) the target input shaft rotational angular acceleration received from the target input shaft rotational angular acceleration acquisition unit 58, and calculates the target input shaft rotational speed. Information is transmitted to the delay estimation unit 53. The processing after the information on the target input shaft speed is transmitted to the delay estimation unit 53 is the same as in the case of the above embodiment.

-Other embodiments-
In the embodiment described above, the operation torque controlled by the operation torque control device 50 is the engagement torque of the friction engagement element provided in the automatic transmission 3 and the input shaft torque of the automatic transmission 3. The present invention is not limited to this, and only one of these torques may be targeted.

  The present invention can be applied to operation torque control at the time of shifting of an automatic transmission mounted on a vehicle.

3 Automatic transmission 5 ECU
50 Operating torque control device 51 Actual input shaft rotational speed calculation unit 52 Target input shaft rotational speed calculation unit 53 Delay estimation unit 54 Target input shaft rotational angular acceleration correction unit (correction unit)

Claims (1)

Applied to an automatic transmission having a plurality of friction engagement elements and changing a gear ratio by switching engagement and release of these friction engagement elements, and a target rotational angular acceleration and output shaft of an input shaft of the automatic transmission A control device that calculates an operation torque according to the target torque of the actuator and controls an operation amount of an actuator that adjusts an engagement state of the friction engagement element based on the calculated operation torque.
A control apparatus for an automatic transmission, comprising: a correction unit that corrects a target rotational angular acceleration of the input shaft based on a delay time of an actual value with respect to a target value of the input shaft rotation of the automatic transmission.

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